Retardation controller



Dec. 26, 1939.

C. C. FARMER RETARDATION CONTROLLER Filed Aug.

' 3 Sheets-Sheet l INVENTOR CLYDE C. FAEMEE Qim ' H4 ATTORNEY Dec. 26, 1939.

c. c. FARMER 2,184,550

RETARDATION CONTROLLER Filed Aug. 26, 1958 s Sheets-Sheet 2 HA4 ATTORNEY Dec. 26, 1939. Q c, FARMER 2,184,550

RETARDATION CONTROLLER 7 Filed Aug. 26, 1938 3 Sheets-Sheet 3 N co 10 Q q: INVENTOR ll. 60 CLYDE c. FAEMER 00 BY aamlluzg B G53) M-ATT0RNEY Patented Dec. 26, 1939 UNITED STATES RETARDATION CONTROLLER Application August 26,

16 Claims.

This invention relates to retardation controllers adapted to control the retardation of a Vehicle such as a railway car or train, and has particular relation to controllers of the rotary inertia type associated with an individual Wheeland-axle unit, or groupof Wheelandaxle units, and effective automatically upon the slipping of a wheel of a particular unit, or of the group, to release the brakes on the wheels with which it is associated to prevent sliding of the slipping wheels, and thereafter effective to cause reapplication of the brakes on the wheels with which it is associated.

As is well known, when the degree of application of the brakes on a vehicle wheel is such. as to exceed the limit of adhesion between the tread of the wheel and the road or rail surface, the wheel begins to decelerate at an excessively rapid rate toward a locked or non-rotative state and, unless the degree of application of the brakes on the wheel is instantly and rapidly reduced at the instant that the wheel begins to decelerate rapidly, the wheel will in a brief time, of the order of a few seconds, lock and cease to rotate. With the vehicle continuing in motion, the wheel will therefore be dragged along the road or rail surface without rotating, this being referred to herein as a sliding of the wheel.

If the degree of application of the brakes is reduced rapidly and sufficiently at the instant that a wheel begins to decelerate, the wheel will cease to decelerate and begin to accelerate back towards a speed corresponding to vehicle or rail speed Without actually reaching a locked or non-rotative state. The rotation of a vehicle wheel at a speed less than a speed corresponding to vehicle or rail speed, whether decelerating or accelerating, is referred herein as a slipping or slip condition.

If the brakes are reapplied on a slipping wheel to a sufficient degree while accelerating back toward a speed corresponding to'vehicle or rail speed, the wheel may again begin to decelerate and, if the brakes are not released'suificiently rapidly, may thereafter momentarily attain the locked or ncn-rotative state and slide. It is desirable, therefore, not to reapply the brakes on a slipping wheel until it has returned fully to a speed corresponding to vehicle or rail speed in order to prevent repeated slipping cycles, if not actual sliding of the wheels.

Since the slipping of a vehicle wheel is caused by a degree of application of the brakes exceeding the limit of adhesion of thewheel to the rail or road surface, it is desirable also to effect 1938, Serial No. 226,887

reapplication of the brakes to a degree lower than that which initiated the slipping, to further minimize the possibility of recurrent slipping cycles.

In my copending application, Serial No. 5

137,956, filed April 20,1937, now Patent 2,140,620,

I have disclosed and claimed a brake control equipment, including a retardation controller of the rotary inertia type, adapted to function to effect the above desirable objectives. Several l0 embodiments of rotary inertia devices are disclosed in my copending application, one of which comprises a shaft having a fly-wheel rotatably mounted thereon and a driving pulley for the shaft releasably'connected to the shaft through a clutch device. The pulley is connectedby an endless belt to an element, such as the axle of a vehicle wheel, which rotates according to the rotation of the vehicle wheel. The fly-wheel is driven by the shaft through a resilient yielding 20 connection which enables the fly-wheel to shift rotatively relative to the shaft in a leading or a lagging direction when the shaft is decelerated or accelerated at a rate exceeding a certain rate, and an arrangement is provided whereby operation of the contact members of a switch device is effected in response to the rotative shifting of the fly-wheel with respect to the shaft.

, The clutch device conecting the pulley to the shaft comprises a biasing spring so tensioned that when a vehicle wheel decelerates' in excess of a certain rate obtaining as when a vehicle wheel slips, the driving connection between the pulley and the shaft slips and thus the shaft continues to rotate according to the speed of, rotation of the fly-wheel or inertia element after the fly-wheel shifts rotatively in a leading direction with respect to the shaft a limited extent. The contact members of the switch device are accordingly operated to a closed position and 40 remain in a closed position until the vehicle wheel and consequently the pulley again accelerates up to the speed of the shaft and fly-wheel, which continue to rotate at a speed corresponding to the speed of the vehicle, at which time the clutch device reconnects the pulley in driving relation to the shaft. 7

As a practical matter, I have found it difficult to suitably adjust the tension of the single spring of the clutch device so that it will maintain a driving connection between the pulley and the shaft of the inertia device without slipping as long as the vehicle wheels do not slip and at the same time not exert an excessive drag on the shaft during the wheel-slipping period. If the 55 drag of the pulley on the shaft of the inertia device, through the clutch device, is excessive during the wheel-slipping period, the shaft and fly-wheel decelerate at a more rapid rate than the rate of reduction in speed of the vehicle. Accordingly, in such case, the pulley and shaft are restored to their normal driving relation before the slipping vehicle wheel is actually fully restored to a speed corresponding to vehicle or rail speed.

My present invention contemplates an improved clutch arrangement between the pulley and the shaft of the inertia device employing two separate coil springs, both of which are normally effective to effect engagement of the clutch parts to connect the pulley to the shaft in driving relation, and in further providing mechanism for relieving the tension on one of the springs of the clutch device upon the occurrence of slipping of a vehicle wheel to prevent the excessive drag of the pulley on the shaft and fly-wheel. Thus the shaft and fly-wheel are enabled to rotate at a speed at least as great as the reducing vehicle speed so that the reengagement of the pulley to the shaft through the clutch device is not effected before the slipping wheel or wheels return fully to a speed corresponding to vehicle or rail speed.

It is accordingly an object of my invention to provide a rotary inertia device generally similar in construction to the rotary inertia device disclosed and claimed in my Patent 2,140,620, but of improved construction.

More specifically it is an object of my invention to provide a rotary inertia device of the character disclosed in my Patent 2,140,620, and including a clutch device of novel construction associating a driving pulley and the shaft of the inertia device which obviates the need for delicate and critical adjustment of the clutch device.

The above objects, and other objects of my invention which will be made apparent hereinafter, are obtained by means of an illustrative embodiment of my present invention subsequently to be described and shown in the accompanying drawings, wherein,

Fig. l is a fragmental view, showing the disposition and arrangement of the rotary inertia device constituting my present invention, on a car truck.

Fig. 2 is a sectional view taken on the line 22 of Fig. 1 showing in detail the construction of my improved rotary inertia device.

Figs. 3, 4 and 5 are fragmental sectional views, taken on the lines 33, l4 and 55, respectively, of Fig. 2,

Fig. 6 is a view representing, in part, a sectional view taken on the line $6 of Fig. 2 and, in part, a diagrammatic simplified arrangement of the brake control equipment disclosed in detail and described fully in my Patent 2,140,620, and

Figs. 7, 8 and 9 are fragmental sectional views, taken on the lines 'Il, 8-2 and 9-9, respectively, of Fig. 2.

Description of equipment Referring to Fig. l, a manner in which a rotary inertia device ll, embodying my invention, may be mounted on a vehicle truck and connected in associated relationship with a car wheel-and-axle unit is shown. For simplicity, only one wheel-and-axle unit of a wheel truck is shown, comprising a pair of wheels I2, only one of which is visible, fixed to and connected by an axle I3. The truck frame has two side frames I l, only one of which is visible in the drawings, which are connected by a transverse strut or transom I5 and supported resiliently on a plurality of coil springs Iii, only one of which is visible, which are in turn supported on equalizing bars IT. The equalizing bars I'I, only one of which is partially visible, rest at opposite ends thereof on the journal boxes, not visible, associated with the end of the axles I3 of adjacent wheel-and-axle units. The side frames I4 of the truck frame are provided at opposite ends thereof, in conventional manner, with pedestal jaws which slidably dove-tail in vertical grooves provided in the corresponding axle journal box housings.

The rotary inertia device II has a cylindrical or tubular casing I8, see Fig. 2, provided with a radially extending portion I9 which is pivoted at the outer end thereof on a threaded rod 2!, between spaced lugs 22 formed on a bracket 23 which is suitably attached as by welding to the transom I5 connecting the side frames Id of the truck.

As will be described in greater detail later on, the rotary inertia device II is provided with a driving pulley 24 which may be connected, as by an endless belt or chain 25, to a similar pulley 25 fixed on the axle I3 at a point between the spaced vehicle wheels I2. For convenience, the

pulley 26 may be formed in two parts having cooperating flanges 27 adapted to be bolted together in surrounding relation to the axle I3. To prevent slippage of the pulley 23 on the axle I3, a key 28 may be provided.

In order to maintain the endless belt 25 at a proper tension at all times regardless of the vertical movement of the truck frame including the side frames I4, due to road shock or variable loading, a tensioning device is provided which may consist of a rod pivoted at one end on a pin 30 between a pair of spaced lugs 3| formed on or attached to the outer surface of the casing I8 of the rotary inertia device II, the rod 29 extending through an opening 32 in the bracket 23 and biased in a direction to tension belt 25 by a coil spring 33. As shown in Fig. 1, the tensioning rod 29 is threaded at the outer end to receive a suitable nut 34 and lock nut 35, and the coil spring 33 is interposed in compressed condition between spaced collars 36, one of which engages the bracket 23 and the other of which engages the nut 34.

Referring now more particularly to Fig. 2 of the drawings, the cylindrical casing I8 of the rotary inertia device I I is provided at one end with an inwardly extending end flange 38 and is open at the opposite end, an end or cover plate 39 being detachably secured to the casing I8, as by a plurality of screws 4|, to close the open end of the casing.

Contained in the chamber 42 formed within the casing is a rotary inertia element, in the form of a fly-wheel 43, which is rotatively mounted on a shaft 44 that is in turn supported in ball-bearing units 45 and 46 fixed in suitably formed hub portions provided in the end flange 38 and cover plate 39, respectively.

The fly-wheel 43 is made up of two annular portions 43a and 235 which are so formed as to fit cooperatively and to be bolted together as by a plurality of screws 48, only one of which is visible. The portions 43a and 43b of the fiy-wheel 43 are suitably formed so as to provide therewithin a completely enclosed chamber 49 through which the shaft M extends.

Contained in the chamber 49 are two discs 5! and 52, the disc 5! being fixedtothe shaft 44 as by a pin 53 and key 54 and the disc 52 being shif-table rotatively and slidable in an axial direction on the shaft 44-.

As seen in Fig. 2 and also Figs. 3 and 4, the adjacent faces of the two discs 5! and 52 are. provided adjacent the periphery thereof with a plurality of recesses 56 and E'Lrespectively, the recesses corresponding in number and spacing and disposed in registrationor complementary relation so to form pockets between the two discs, in each of which pockets is contained a steel ball 58. As will be seen particularly in Figs. 3 and 4, the recesses 56 and Win the discs 5i and 52 are relatively short and curved and vary in depth, being deepest at the mid-point thereof and sloping to the face of the disc 5i or 52 at opposite ends of the recesses.

As seen in Figs. 4 and 9, a plurality of. guide pins 6! are fixed in the portions 43d and 5th of the fly-wheel 33 in such a manner as to extend through the chamber 49 within the fly-wheel in radially spaced parallel relation to the shaft M, the disc 52 having a corresponding number of notches 62 formed in the periphery thereof through which the pins respectively extend. The notches S2 conform closely to the pins 6i and prevent any relative movement between the disc 52 and the fly-wheel 43 but, at the same time, the arrangement is such as to permit the shifting of the disc 52 axially along the shaft M with respect to the fly-wheel G3. The disc M is provided with suitable arcuate slots 63 in the periphery thereof so disposed so that the several pins 6! extend respectively through the mid-point thereof. Accordingly, relative rotative movement of the disc 5! with respect to disc 52 and fly-wheel 43 is permitted.

The degree of rotative movement of the disc 5i relative to disc 52 and fiy-wheel 43, is however, limited by a plurality of pins 64, two of which are employed for the purpose of illustration, secured as by riveting to the disc 5i, and extending in a direction parallel to the shaft #14 into cooperating arcuate slots formed in the same face of the disc 52 as the recesses Bl but located radially inwardly with respect thereto.

The discs 5| and 52 have a certain normal position rotatively with respect to each other, as will be hereinafter explained, and in this normal position the pins M are located midway of the stop shoulders at the opposite ends of the slot 65. Accordingly, when the disc-5i is shiftedrotatively in one direction with respect to the disc 52, each pin 65 engages the stop shoulder at one end of the corresponding slot 65 to limit the degree of relative rotative movement between the discs and when the disc 5! is shifted in the opposite direction with respect to the disc 52, the pins engage the stop shoulders at the opposite ends of the corresponding slots to likewise limit the degree of relative rotative movement between the discs.

If desired, the pins 64 and the slots 65 may be omitted and the slots .53 in the disc 5i made sufficiently short to serve the same purpose of limiting the degree of relative rotative movement between the discs 5i and 52. I

The disc 52 is yieldingly urged along the shaft 44 in the direction of the disc 55 by a coil spring 6! which concentrically surrounds the shaft 34 within the chamber Ad and is interposed between one face of the disc and the end wall of the flywheel portion 43a.

' The spring 6'? is of such strength that as long as the shaft 4% is not decelerating rotatively at a rate exceeding a certain rate, the spring maintains the disc 52in its normal rotative position with respect to the disc 5!, that is the position in whichthe steel balls 53 are seated in the deepest portion of the complementary recesses 56 and 51 in the discs, thus effectively interlocking the discs 5! and 52 so that they rotate together.

' When the shaft it decelerates rotatively at a rate in excess of a certain rate, the torque force exerted on the disc 52 due to the inertia or kinetic energy in the fly-wheel 63 is suflicient to overcome the spring iii and the disc 52 will, therefore, be shifted slidably along the shaft 54 in the left-hand direction as seen in Fig. 2 due to the interaction of the steel balls 58 and the sloping sides of the recesses 56 and 55 in the discs 5| and 52. p I I The shaft M is provided with an axial bore 69 containing a plunger H which is shifted slidably therein, upon the axial shifting of the disc 52 along the shaft 4 3, toeffectthe operation of a switch device '12. The shaft it is'provided with a transverse slot '53 extending therethrough and intersecting the bore 69; and a square pin it extends through the slot 13 and is adapted toengage the inner end of the plunger ll,*the pin Ml projecting at opposite ends beyond the shaft M into an annular groove it formed in the hub portion of the disc '52. disc 52 is provided with diametrically opposite holes '15 which open into the annular groove 15 to enable the pin it to be inserted. After assembly of disc 52 on the shaft 4 3 and insertion of pin M, the disc 52 is turned so that the pin M is at right angles to the holes l5 and thus remains confined within the groove 15 at all times, since under operating conditions the relative movement between the disc: 52 and the shaft 5d at no time attains such an angle of displacement.

It will thus be seen that the pin M does not interfere with the rotative movement of the disc 52 relative to the shaft M. but is nevertheless shifted axially according to the axial movement of the disc 52 to correspondingly shift the switch operating plunger '5 i.

As seen in" Figs. 2 and 6, the switch device 12 comprises a base portion 18 of insulating mate rial, secured as by a plurality of screws 19 to. the

outer face of the end flange 38 of the casing l8 The hub portion of the I row in alignment with the end of the plunger 1| which extends through a suitable opening in the insulating base it and engages the contact finger 8!. To prevent grounding of the contact finger 81 by engagement of the plunger I! therewith, a tip B'd'of insulating materialis provided on the plunger 1!. I

Each of the contact fingers 8i, 82 and 83 is yieldingly urged by a coil spring 81, interposed between the finger and the corresponding bracket 85, to a normal position determined by a stop screw 88. Each stop screw is provided with a lock nut 89 for locking the screw in any desired adjusted position so that normally the contact ends of the three contact fingers 8 I 82 and 83 are out of engagement with each other.

The arrangement of the contact fingers 8|, 82 and 83 of the switch device I2 and the plunger II is such that when the plunger II is shifted in the left-hand direction from the position shown, the contact tip of finger 8I first engages the contact tip of finger 82 and then the contact tip of finger 82 engages the contact tip of finger 83.

As seen in Fig. 6, the outer face of the flange 38 of the casing I8 is formed with an outlet passage 9| through which electrical circuit wires may enter the casing, connections thereof to the respective contact fingers SI, 82 and 83 being effected as by attachment to the respective brackets 84 on which the contact fingers are pivoted. A cup-shaped cover 92 is provided which is removably attachable to the casing I8 as by a plurality of screws 93 for enclosing the switch device 12.

The pulley 24 of the rotary inertia device II is associated with the end of the shaft 44 which projects through the cover plate 39 of the casing I8. The pulley 24 is formed with a cylindrical or tubular portion 95 (see Fig. 2) having on the outer periphery thereof two spaced annular ribs 96 which form therebetween a V-shaped groove 9'! for receiving the V-shaped endless belt 25. The pulley 24 is provided with an inwardly extending flange 98 substantially in radial alignment with the belt groove 91 and a ball-bearing unit 99 is suitably interposed between the flange and the shaft 44 for rotatably supporting the pulley on the shaft.

The outer open end of the cylindrical portion 95 of the pulley is adapted to have secured thereto an end disc It" provided with a central opening through which the shaft 44 extends and having a ball-bearing unit I 82 interposed in the opening between the disc and the shaft to provide additional support for the pulley on the shaft. A suitable nut I83 and lock nut I84 is provided on the outer threaded end of the shaft 44 to provide suitable adjustment for the bearing units 99 and I82.

The inner end of the cylindrical portion 95 of the pulley 24 concentrically surrounds the outer hub portion of the cover plate 39 of the casing I8 and a packing ring I85, of suitable material such as felt, is inset in the cylindrical portion 95 of the pulley and engageable with the hub portion of the cover plate 39 to exclude dust or other foreign particles from the bearings 46 and 99. Suitable means, not shown, may also be provided for excluding dust and dirt from the bearing unit I82 at the outer end of the shaft 44.

The pulley 24 is connected in driving relation to the shaft 44 by a clutch device I8! contained in a chamber I88 formed within the tubular portion 95 of the pulley between the annular flange 98 and the outer end disc I8I.

The clutch device I 9'! comprises, according to my invention, an annular clutch disc I89, of suitable material such as fiber or leather, concentrically surrounding the shaft 44 and adapted to engage a clutch surface formed on the outer face of the annular flange 98 of the pulley 24, and a clutch member IIIl which is arranged, as presently described, so as to be slidable along the shaft 44 but fixed for rotation therewith to press the clutch disc I89 against the flange 98 of the pulley 24. As seen in Figs. 2 and 7, the clutch member I I8 has a central opening of square shape conforming to the outer square contour of a sleeve element II I which is fixed to the shaft 44 as by a key H2. The clutch disc I89 has a circular central opening I I3 therein through which the shaft 44 and sleeve III extend. The clutch disc I89 may be secured as by screws or rivets to the clutch member I I8 or to the annular flange 98 on the pulley 24 or it may be unsecured to either the flange or the clutch member if desired.

The clutch member I I8 is yieldingly urged in a direction to press the clutch disc I89 against the flange 98 of the pulley 24 by two concentrically disposed coil springs H and H8, spring II5 being within the spring H8 and both springs surrounding the shaft 44 within the chamber I88 of the pulley 24. Spring H5 is interposed immediately surrounding-the sleeve III between the clutch member H8 and the flange at one end of a sleeve II8, that surrounds the shaft 44 and is rigidly held in position on the shaft between the sleeve I II and the ball-bearing unit I82 at the outer end of the shaft 44. Spring H5 is thus constantly effective to urge the clutch member H8 in a direction to press the clutch disc I89 to the flange 98 of the pulley.

The spring H6 is interposed between an inwardly extending flange at one end of a cylindrical cage member H9 and the outwardly extending flange of a sleeve member I28 which is shiftable slidably on the sleeve II8 between the flange at one end thereof and the end cover I8I of the pulley 24. The inner end of the cage member H9 is received within and supported by an annular rib I2I on the face of the clutch member II 8 and the outer end of the cage member II 9 is supported by the flange of the sleeve I29 which fits closely and is slidable within the cage member I9.

The sleeve I28 is urged inwardly to its inner position, determined by the engagement thereof with the flange on the sleeve H8, through the medium of a plunger I23 which is received in a bore I24 in the outer end of the shaft 44 and which engages a pin I 29 of square contour that extends transversely across the bore I24 in a transverse slot I28 inthe shaft 44 and in the sleeve II8, and engages at opposite ends thereof in square openings in the sleeve I 28 as seen in Fig. 5. When the force urging the plunger I23 inwardly is removed, the spring IIS expands and shifts the sleeve I28 slidably along the sleeve I I8 until the flange on the sleeve I 28 engages an inwardly extending flange at the outer end of the cylindrical cage I I9 which limits the degree of expansion of the spring H6.

It will thus be seen that when the plunger I23 is urged inwardly to its maximum degree, both of the coil springs H5 and H8 are effective to cause a clutching engagement between the pulley 24 and the shaft 44, thus requiring a certain torque force to be exerted on the pulley 24 before slipping of the pulley 24 relative to the shaft 44 occurs.

When the force urging the plunger I23 inwardly is removed and the coil spring II8 expanded to the maximum degree permitted, the friction between the flange 98 on the pulley and the clutch member H8 is reduced due to the reduction of the spring pressure applied thereto,

and thus the pulley 24 may slip relative to the shaft 44 upon the application of a lower torque force thereto. The purpose of the clutch device I81 will be more fully explained hereinafter in connection with an assumed operation.

. The rod ZI The position of the plunger I23 in the bore I23 of the shaft 45 is varied under the control of an operating cylinder I28 which may be mounted and supported in any suitable manner as on an extended portion of the threaded rod 2! on which the rotary inertia device II is pivoted. (See Fig. 2.) The casing of the cylinder I25 may accordingly be provided with a lateral extension having a suitable bore I 25 through which the rod 2| extends; and a plurality of pins I3I, extending transversely through the rod 2i and the laterally extending portion of the cylinder 28, may be provided for preventing rotation of the cylinder I28 on the rod 2|. may be held against rotation by means of nuts I32 screwed on the threaded portion of the rod 2! and engaging the outer faces of the lugs 22 on the supporting bracket 23 for the rotary inertia device H.

The cylinder I28 may contain therewithin a piston I33 having at one side thereof a piston chamber I 34, to which fluid under pressure is supplied and released through a pip-e I35, and a coil spring I35 located on the opposite side of the piston to the chamber I 34 in interposed relation between the piston and the end cover I3! for the cylinder I28. The piston I33 has a stem I38 which extends slidably through an opening in the end cover I3! of the cylinder I28 and which is formed at the outer end thereof as a yoke having two prongs I39 only one of which is visible in the drawings.

The rod 2i and the stem I38 of the piston I33 are in substantially parallel relation and the end of the rod 2! terminates adjacent the outer end of the stem 538. An operating lever IM is pivoted at a point intermediate its ends, as on a pin I42, between the prongs I39 on the stem I38 of the piston I34 and one end of the lever MI is formed as a yoke and straddles the flat end portion MB of the rod 2I and is pivoted thereto as by a pin M3. The opposite end of the lever MI is provided with a bearing plate I44, of suitable material, which is adapted to contact the rounded face of a contact cap or disc I that is rotatably mounted on and secured to the outer end of the plunger I23 in the shaft 43 of the rotary inertia device, as by a ball-bearing unit I46.

When fluid under pressure is released from the piston chamber I34 of the operating cylinder I28, the coil spring I36 shifts the piston I34 in the left-hand direction and thus pivots the lever M! on the pin I43 in a clockwise direction,

as seen in Fig. 2, to urge the plunger I23 inwardly to its maximum degree. When fluid at a pressure in excess of a certain low pressure is supplied to the piston chamber I34, the piston I33 is urged in the right-hand direction against the resistance of the spring I35, thus pivoting the lever I4! in a counterclockwise direction and removing the force applied on the end of the plunger I23 of the rotary inertia device Ii. The movement of the piston I33 in response to the pressure of the fluid supplied to the chamber I35 is limited by the engagement of the piston with the inwardly projecting edge of a stop sleeve I48 secured within the cylinder I28 in concentric surrounding relation to the coil spring I36.

The rotary inertia device I I is adapted to function in connection with a brake control equipment that is described in detail and claimed in my above-mentioned Patent 2,140,620. For the purposes of the present application it is deemed suflicient, therefore, to show and describe only asimplifled diagrammatic representation of the essential parts of the brake control equipment disclosed in my copending application.

Referring to Fig. 6, the essential parts of the brake control equipment necessary to an understanding of the operation of my rotary inertia device II may comprise one or more brake cylinders I5I for operating the brakes associated with the single wheel-and-axle unit comprising the vehicle wheels I2 and axle I3 or additional wheel-and-axle units, a source of fluid under pressure such as a supply reservoir I52 suitably charged with fluid under pressure, a control pipe I53 normally uncharged and adapted to be charged with fluid at a desired pressure under the control of a self-lapping brake valve, not

shown, a control valve mechanism I54 operative ating cylinder I28 associated with the rotary inertia device II.

' The control valve mechanism I53 is shown and described in detail in my Patent 2,1l0,620, and a is accordingly shown only iragmentally in outline form in the present application. Briefly, however, the control valve mechanism I54 comprises a selflapping relay valve device and an operating mechanism comprising a pair of axially spaced diaphragms of different areas so arranged in the casing'as to form chambers respectively associated with the diaphragms. Whenever fluid under pressure is supplied to the chamber associated with the larger diaphragm, at a given pressure, the relay valve device of the control valve mechanism I54 operates to supply fluid under pressure from the reservoir I52 to the brake cylinder I5! and establishes a pressure therein corresponding substantially to the pressure established in the operating chamber. When fluid at the same given pressure is suppliedonly to the chamber associated with the smaller diaphragm, the relay valve device is operated to supply fluid under pressure from the reservoir I52 to the brake cylinder I5I and establishes a pressure therein which is a fixed fraction of the pressure which is established by the same pressure acting in the chamber associated with the larger diaphragm. For illustrative purposes, the pressure established in the brake cylinder I5I when fluid at the given pressure is supplied only to the chamber associated with the smaller diaphragm of the control valve mechanism I56 may be three-fourths of that established when fluid at the same pressure is supplied to the chamber associated with the larger diaphragm of the control valve mechanism.

The control valve mechanism I54 includes two magnet valve devices I58 and I59 which control the supply and the release of fluid under pressure from the control pipe I53 to the chambers associated with the smaller and the larger diaphragms, respectively, of the control valve mechanism I54.

When the magnet valve device I58 is deenergized, it establishes communication through which fluid under pressure supplied into the control pipe I53 flows to the chamber associated with the smaller diaphragm of the control valve mechanism I54, and is accordingly hereinafter referred to as the low magnet valve. When the magnet valve device 558 is energized, it interrupts the supply connection from the control pipe 553 to the chamber associated with the smaller diaphragm of the control valve mechanism I54 and vents fluid under pressure from the chamber.

When the magnet valve device I59 is deenergized, it establishes communication through which fluid under pressure may flow from the control pipe I53 to the chamber associated with the larger diaphragm of the control valve mechanism I54 and is accordingly referred to hereinafter as the high magnet valve. When the lngh magnet valve 159 is energized, it interrupts the supply communication just described and independently vents fluid under pressure from the chamber associated with the larger diaphragm.

It will thus be seen that when both the high magnet valve I59 and the low magnet valve I58 are deenergized, the pressure established in the brake cylinder I5! corresponds substantially to the pressure established in the control pipe I53, since the larger diaphragm controls the operation of the relay valve device of the control valve mechanism I54. When both the high and low magnet valves I59 and I 58 are energized, and fluid under pressure thus simultaneously vented from the chambers associated with both the larger and the smaller diaphragms of the control valve mechanism M4, the relay valve device of the control valve mechanism I54 is operated to release fluid under pressure from the brake cylinder 5 5i while the pressure is maintained in the control pipe I53.

When the high magnet valve I59 is energized and the low magnet valve 158 is deenergized, fluid under pressure is supplied only to the chamber associated with the smaller diaphragm of the control valve mechanism E54. and thus the pressure established in the brake cylinder I5I corresponds to the assumed fraction, that is, threefourths of the pressure established in the control pipe I53.

The high magnet valve E59 is effective when energized to actuate a switch member ISI from a position out of contact with a pair of associated fixed contact members H52 into contact therewith to establish a self-holding circuit for its own magnet winding, in the manner to be hereinafter described.

The pressure switch I55 is illustrated in simplifled diagrammatic form as comprising a casing containing a piston I53 having a stem I54 carrying in insulating relation thereon a switch member IE5. At one side of the piston 553 is a chamber I68 which is constantly connected, as shown, to the control pipe I53 and, at the opposite side of the piston, is a coil spring 551 which yieldingly urges the piston downwardly to a position to normally disengage the switch member 555 from a pair of associated contact members 583. The spring M31 is of such strength that when the pressure of the fluid in the control pipe I53 acting in the chamber 566 on the piston E33 exceeds a certain uniform low pressure, such as five pounds per square inch, the resistance of the spring is overcome and the piston is accordingly snapped upwardly to effect the engagement of the switch member N55 with its associated contact members I88. Conversely, when the pressure in the control pipe reduces below the uniform pressure of five pounds per square inch, the spring becomes effective to return the piston downwardly to its normal position and thus disengage the switch member I65 from its associated contact members I68.

The magnet valve device I51 may comprise a suitable casing containing two oppositely seating valves HI and I12, of the poppet type and hereinafter referred to as the supply valve and the release valve respectively, and an electromagnet winding or solenoid I 13 for effecting operation of the Valves HI and I12.

The supply valve I1I is contained in a chamber I15 which is connected to a suitable source of fluid pressure, such as control pipe l53, through a branch pipe I16; and a coil spring E11 interposed between the valve I1I and the casing normally urges the valve HI into seated relation on an associated valve seat formed on the casing to close communication past the valve from the chamber I15 to a chamber I18 which is constantly connected through the pipe I35 to the piston chamber I34 of the operating cylinder I28 associated with the rotary inertia device I i.

The release valve I12 is contained in a chamber I19 that is constantly open to atmosphere through a port I8I. The supply valve HI and the release valve I12 have fluted stems which meet in contacting relation within the chamber I18 so that when the supply valve I1I is seated, the release valve I12 is unseated to establish communication therepast from the chamber I18 to the atmospheric chamber I19.

When the electromagnet winding I13 is energized, it actuates a plunger I83 downwardly to engage and cause the release valve I12 and the supply valve I1I to be shifted respectively to seated and unseated positions.

It will thus be seen that when the magnet winding I 13 of the magnet valve device I51 is deenergized, fluid under pressure is vented past the release valve I12 to atmosphere from the piston chamber I34 of the operating cylinder I28 associated with the rotary inertia device II. It will also be seen that when the magnet winding I13 is energized, the exhaust communication is closed and the supply communication past the supply valve I1I established through which fluid under pressure is supplied from the control pipe I53 to the piston chamber I34 of the operating cylinder I28.

Suitable electric circuits, hereinafter to be described, are provided whereby the energization and deenergization of the magnet valve device I51 and the magnet valve devices I58 and I59 of the control valve mechanism I54 is effected under the control of the switch device 12 of the rotary inertia device I I and the pressure switch I55.

Operation 0 ,1 equipment Referring to the drawings, particularly Fig. 6, let it be assumed that the car of which the wheels I2 and axle I3 are a part, is traveling along the road either under power or coasting and that it is desired to effect an application of the brakes on the wheels I 2. In such case, the operator first cuts off the propulsion power, if the power is on, and then operates a suitable brake valve device, not shown, to establish a pressure in the control pipe I53 corresponding to the desired degree of application of the brakes.

Assuming that the car wheels I2 continue to rotate at a speed corresponding to car or rail speed, and that the contact fingers 8!, 82 and 83 of the switch device 12 of the rotary inertia device II remain separated, both the high and the low magnet valves I59 and I 58 of the control valve mechanism I54 remain deenergized, and

accordingly fluid under pressure is supplied from the control pipe I53 to the chambers associated with both the larger and the smaller diaphragms of the control valve mechanism. Since the larger diaphragm is active whenever fluid under pressure is supplied to its associated chamber, the pressure established by the control valve mechanism in the brake cylinder I5I corresponds substantially to the pressure established in the control pipe I53. Whenever the pressure in the control pipe I53 exceeds the uniform low pressure of five pounds per square inch, the switch member I55 of the pressure switch I55 is operated into contact with its associated contact fingers I68, but such operation is without efiect as long as the contact fingers BI, 82 and 83 of the rotary inertia device I I remain disengaged from each other.

The operator may vary the pressure in the control pipe I53 as desired to correspondingly vary the pressure in the brake cylinder I5I and thus produce any desired degree of application of the brakes.

Let it now be assumed, however, that upon an application of the brakes efiected in the manner just described, the car wheels I2 begin to slip. In such case, the rate of rotative deceleration of the shaft 5 of the rotary inertia device II exceeds the rate at which the fly-wheel 43 of the inertia device II may remain in its normal position with respect to the shaft and accordingly the fly-Wheel 43 shifts rotatively ahead of the shaft 44 and the disc 52 is correspondingly shifted slidably along the shaft to effect engagement of the contact fingers 8!, 82 and 83 of the switch device I2.

The engagement of the contact finger 8| with the contact finger 82 completes a circuit for energizing the high magnet valve I59 of the control valve mechanism I54, this circuit extending from one terminal of the battery I55, hereinafter referred to as the positive terminal, through a Wire I9I, contact members I 68 and switch member I55 of the pressure switch I55, wires I92 and I93, bracket 34 and contact finger 8I, contact finger 82 and its bracket 84, a wire I94, the magnet winding of the high magnet valve device I59, and back to the negative terminal of the battery I56 as through a ground connection in the manner indicated.

Upon the energization of the magnet winding of the high magnet valve I59, the switch member I6 I is actuated into contact with its associated contact members I62 to establish a self-holding circuit for maintaining the magnet winding of the high valve IE9 energized independently of the engagement of contact finger 8| with the contact finger 82, this self-holding circuit extending from the positive terminal of the battery I55 through the pressure switch I55 to the wire I93 as previously traced, thence through the contact members I62 and switch member I6! of the high magnet valve I59, wires I95 and I94, magnet winding of the high magnet valve I59, and thence to the negative terminal of the battery I55 as through the ground connection indicated. Thus, once the magnet winding of the high magnet valve I59 is energized in response to the engagement of the contact fingers 8! and 82 of the rotary inertia device II, it is thereafter maintained energized independently of the rotary inertia device as long as the switch member I55 of the pressure switch I55 remains in circuit-closing engagement with its contact members I58, which is for all practical purposes as long as the application of the brakes is continued, since the pressure switch I55 does not open until the pressure in the control pipe I53 is substantiallygreduced to atmospheric pressure and the brakes substantially released.

Upon the engagement of the contact finger 82 or" the rotary inertia device II with the contact finger 33, a circuit is completed for energizing the magnet winding of the low magnet valve device I58 of the control valve mechanism I54, this circuit extending from the positive terminal of the battery I55 through the pressure switch I55 to the contact finger 8! of the rotary inertia device II as previously traced, thence through the contact finger 52 to contact fingerv 83, and then by way of a wire I95 connected to the bracket 84 associated with the contact finger 83, the magnet winding of the low magnet valve I53, and to the negative terminal of the battery I56 as through a ground connection in the manner indicated.

With both the high and the low magnet valves I59 and I58 accordingly energized, while the control pipe i 53 is charged with fiuid under pressure, the fluid under pressure is vented from the chambers associated with both the larger and the smaller diaphragms of the control valve mechanism 555 without any reduction of the pressure in the control pipe I55, and accordingly the control valve mechanism I54 operates to rapidly vent fluid under pressure to atmosphere from the brake cylinder I5I.

The above operation takes place practically instantaneously upon the slipping of the car wheels I2 and accordingly the degree of application of the brakes on the car wheels is instantly and rapidly reduced whenever the car wheels begin to slip.

The magnet winding I'IS of the magnet valve device I 5'I is connected in parallel with the magnet winding of the low magnet valve I58 and is accordingly simultaneously energized therewith to cause fluid under pressure to be supplied from the control pipe I53 to the piston chamber I34 of the operating cylinder I28 associated with the rotary inertia device I I.

As long as the car wheels I2 continue to rotate at a speed corresponding to the speed of the car, the magnet valve I5'I remains deenergized and fluid under pressure is vented from the piston chamber I35 of the operating cylinder I23 associated with the rotary inertia device II, so that the spring I35 of the operating cylinder I28 is efiective'to urge the plunger I23 inwardly to compressively tension the spring I III of the clutch device I9? in the pulley 25, a maximum degree. Both of the coil springs I I5 and H6 are thus effective to maintain the pulley 2 -3 in driving relation to the shaft 44.

Upon the slipping of the car wheels I2 and the consequent supply of fluid under pressure to the piston chamber I34- of the operating cylinder I28 in response to the energization of the magnet valve device I51, the force exerted by the spring I36 tending to urge the plunger I23 and the rotary inertia device II inwardly is removed, and consequently the spring H5 of the clutch device ItI'I expands to its maximum degree and thus relaxes the force trictionally connecting the pulley 25 to the shaft Ml.

Since the pulley 2 5 is always driven according to the speed of rotation of the car wheels I2, the clutch device I91 slips and thus enables the flywheel 53 to continue its rotation and to rotate the shaft M therewith after attaining the limited forward displacement thereof rotatively relative to'the'shaft 45 to maintain the contact fingers SI, 82 and S5 in constant engagement with each other. It will be observed that the spring H5 of the clutch device Ill! remains effective at all times and, accordingly, the rapid rate of rotative deceleration of the pulley 24 does exert a slight dragging effect tending to slow down the shaft 44 and, in turn, the fly-Wheel 43, but only sufiiciently to maintain the rotative displacement between the fly-wheel and the shaft 44 and without causing the shaft and fiy-wheel to decelerate rotatively below a speed corresponding to the car speed or rail speed.

As previously stated, the immediate and rapid reduction in brake cylinder pressure and the corresponding reduction in the: degree of application of the brakes on the slipping car wheels I2 causes the car wheels to cease deceleration and begin to accelerate back toward a speed corresponding to car or rail speed without actually reaching the locked or non-rotative state. As long as the car wheels I2 continue to rotate at a speed less than that corresponding to the speed of the car whether decelerating or accelerating, the frictional connection between the pulley 24 and the shaft 44 through the clutch device I! continues to slip although at the same time exerting sufiicient drag on shaft 44 to cause the contact fingers 8|, 82 and 83 of the rotary inertia device I I to remain in contact with each other. It will, accordingly, be seen that the magnet valves I58 and I59 of the control valve mechanism I54 remain correspondingly energized to continue the venting of fluid under pressure from the brake cylinder and the consequent reduction in the degree of application of the brakes on the slipping wheels.

When the car wheels I2 have returned substantially back to a speed corresponding to the speed of the car and at which the shaft 44 and flywheel 43 are rotating substantially, the dragging effect of the pulley 24 on the shaft 44 is recoved and consequently the force tending to displace the fly-wheel forwardly with respect to the shaft 44 is removed and the spring 61 becomes effective to return the disc 52 backwardly to its normal position and at the same time to return the flywheel 43 to its normal position with respect to the shaft 44. The force urging the switch operating plunger II outwardly is accordingly removed and the springs 81 associated with the contact fingers BI, 82 and 83 accordingly restore the comtact fingers to their respective normal separated positions. Upon the separation of the contact finger 82 from the contact finger 83, the circuit for energizing the magnet winding I'I3 of the magnet valve device I51 and the magnet winding of the low magnet valve I58, previously traced, is interrupted and accordingly the magnet Windings of the magnet valve devices I51 and I58 are both deenergized.

The deenergization of the magnet winding I13. of the magnet valve I51 results in restoration of the magnet valve to its normal position shown in Fig. 6, wherein fluid under pressure is vented from the piston chamber I34 of the operating cylinder I28 associated with the rotary inertia device 7. The coil spring I36 of the operating cylinder I28 accordingly becomes effective to again urge the plunger I23 of the rotary inertia device l I inwardly to compress the spring I I6 and restore the maximum force urging the clutch member III] into frictional engagement with the pulley 24.

At the same time, the deenergization of the winding of the low magnet valve I58 reestablishes communication through which fluid under pressure is supplied from the control pipe I53 to the chamber associated with the smaller of the diaphragms of the control valve mechanism I54 so that the resupply of fiuid under pressure to the brake cylinder II and the reapplication of the brakes on the car wheels I2 is initiated.

The separation of the contact finger BI of the rotary inertia device II from the contact finger 82 is without effect for, as previously stated, the switch member l5I of the high magnet valve I59 establishes a self-holding circuit for maintaining the magnet winding of the high magnet valve I59 energized independently of separation of the contact fingers BI and 82. Accordingly, since the high magnet valve l59 remains energized, fluid under pressure is not resupplied from the control pipe I53 to the chamber associated with the larger diaphragm of the control valve mechanism I54. It will thus be seen that the maximum pressure restored in the brake cylinder I5I following the relief of the wheel-slipping condition will be only that fraction of the pressure established in the control pipe I53 determined by the area of the smaller diaphragm of the control valve mechanism I54, which is assumed to be three-fourths of the pressure established in the control pipe.

Although not shown, it should be understood that the self-lapping brake valve that controls the fluid pressure established in the control pipe I53 operates automatically without any act of the operator to maintain a pressure in the control pipe I53 corresponding to the operative position of the operating handle of the self-lapping brake valve device. Thus, a given pressure is always maintained during an application of the brakes in the control pipe I53 corresponding to the operating position of the self-lapping brake valve device regardless of the supply of fluid under pressure from the control pipe I53 to the chamber associated with the diaphragms of the control valve mechanism 554 following relief of the wheel-slipping condition.

It will thus be seen that, independently of any act of the operator, the maximum pressure restorable in the brake cylinder and consequently the maximum degree of application of the brakes restorable on the car wheels I2 following the slipping thereof is a fraction of the initial pressure or degree of brake application which initiated the slipping and, consequently, the likelihood of recurrence of slipping of the wheels is exceedingly negligible.

If, however, due to the reapplication of the brakes on the car wheels l2, the car Wheels should again begin to slip, the release of the brakes and the reapplication of the brakes is repeated in the manner similar to that previously described except that the same degree of pressure is ultimately reestablished in the brake cylinder I5I upon reapplication of the brakes following the slipping.

After the car or train has been brought to a stop and it is desired to release the brakes prior to again starting the car or train, the operator merely reduces the pressure in the control pipe I53 to atmospheric pressure under the control of the self-lapping brake valve, not shown, fluid under pressure being vented from the chamber associated with the smaller diaphragm of the control valve mechanism I54 and the control valve mechanism I 54 being correspondingly operated to vent fiuid under pressure from the brake cylinder I5I to effect complete release of the brakes. When the pressure in the control pipe I53 reduces below the low pressure of five pounds per square inch, the pressure switch I55 opens and thus interrupts the holding circuit through the switch member Hill for the high magnet valve I59 and thus effects deenergization of the magnet winding of the high magnet valve I55 and restores the control valve mechanism I54 to its normal condition.

Summary Summarizing, it will be seen that I have disclosed a vehicle brake system including a new and improved rotary inertia device for so automatically controlling the brakes on individual wheel-and-axle units or groups thereof as to instantly release the brakes when a Wheel-andaxle unit begins to slip, and to prevent reapplication of the brakes on the slipping wheel-andaxle units until the slipping wheels return fully to a speed corresponding to vehicle or rail speed, and further including mechanism for limiting the reapplication of the brakes on the slipping wheels to a degree which is a fraction, such as threefourths, of the degree Which initiated the slipping, thereby rendering unlikely the possibility of recurrence of slipping.

The rotary inertia device of my present invention is generally similar to that disclosed in my Patent 2,140,620, and comprises an improved clutch arrangement between the driving pulley of the rotary inertia device and the rotary operating shaft of the inertia device including two coil springs, both of which are normally effective to a maximum degree to effect frictional engagement between the pulley and the shaft, and in further providing means automatically effective at the instant a car wheel begins to slip for relaxing the tension of one of the coil springs of the clutch device to insure the operation of the rotary inertia device in a manner that reapplication of the brakes on the slipping wheels cannot be effected before the slipping wheels return fully to the speed corresponding to vehicle or rail speed. The improved clutch device of the rotary inertia device constituting my present invention obviates the need for critical and deli cate adjustment of a single coil spring in a clutch device as in the rotary inertia device of my Patent 2,140,520.

While I have shown my invention-in'connection with a single wheel-and-axle unit, it should be understood that in the application of the invention to a train brake system, duplicate equipment similar to that described is provided for each wheel-and-axle unit or different groups of wheel and axle units, whereby protection against sliding of individual wheel-and-axle units or groups thereof is provided independently of and aside from the general control of the brakes on all the wheel and axle units under the control of the operator.

It will be seen, therefore, that while I have disclosed a specific embodiment of my invention, various omissions, additions or modifications may be made in the embodiment shown without departing from the spirit of my invention. It is accordingly not my intention to limit the scope of my invention except as it is necessitated by the scope of the prior art.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. A rotary inertia device comprising a rotary shaft, a rotary inertia element, means providing a resilient driving connection between said shaft and inertia element permitting rotary movement of the inertia element relative to the said shaft only when the rate of change in'rotative speed of said shaft exceeds a certain rate, switch means operated in response to relative rotative movement between said shaft and said inertia element, a rotary member, a clutch device conditionable at one time so as to maintain a fixed rotative driving relation of the rotary member to the said shaft and conditionable at another time so as to permit relative rotary movement I between the said rotary member and shaft, and

additional means under the control of said switch means for varying the condition of said clutch device.

2. A rotary inertia device comprising a rotary shaft, a rotary inertia element, means providing a resilient driving connection between said shaft and inertia element permitting rotary movement of the inertia element relative to the said shaft only when the rate of change in rotative speed of said shaft exceeds a certainrate, control means,

operated in responseto the relative rotative movement between said shaft and said inertia element, a rotary member, a clutch device conditionable at one time so as to maintain a fixed rotative driving relation of the rotary member,

said rotary shaft, said clutch device including two separate resilient biasing means for urging the rotary element into driving relation to the said rotary shaft, one of said resilient means be ing variable in tension so as to vary the effective force urging the rotary element into driving relation with the rotary shaft whereby to permit relative rotary movement between the rotary element and the rotary shaft only when the rate of change in rotative speed of the rotary element exceeds a certain rate while the said one resilient means is tensioned to one degree, and to permit relative rotary movementbetween the rotary element and the rotary shaft when the rate of change in rotative speed of the shaft exceeds a second certain rate less than the first said certain rate while the said one resilient means is tensioned to a different degree, and means adapted to be rendered effective in response to a change ofv rotative speed of said rotary shaft at a rate exceeding the first said certain rate for varying the effective force of said one resilient means.

4. In combination, two rotary members, and a clutch device for associating said rotary members so that one rotary member drives the other, said clutch device comprising a clutch member rotatable at all times with one of said rotary members and shiftable axially with respect thereto into frictional relation with the said other rotary member, a plurality of resilient means for biasing said clutch member into frictional relation with the said other rotary member, and fluid pressure controlled means for varying the biasing force of only one of said resilient means.

5. A rotary inertia device of the type adapted to register variations in the rotative condition of a vehicle wheel, comprising a. rotary shaft, a rotary inertia element, means providing a resilient connection normally maintaining said inertia element in a fixed rotative position with respect to the shaft and adapted to yieldingly permit shifting of the inertia element rotatively relative to the shaft out of its normal position when the rate of change in rotative speed of the said shaft exceeds a certain rate, control means operated in response to the shifting of the inertia element relative to the said shaft, a clutch device for establishing a driving connection through which the said shaft is rotated according to the rotation of a vehicle wheel, said clutch device being effective normally to maintain the driving connection between the shaft and the vehicle wheel with a certain degree of force, and means controlled by the said control means for varying the force with which the clutch device effects the said driving connection between the shaft and the vehicle wheel.

6. A rotary inertia device of the type adapted to register the rotative condition of a vehicle wheel, comprising a rotary shaft, a rotary inertia element, means providing a resilient connection between the shaft and the inertia element through which the shaft drives the inertia element, said connecting means being effective normally to maintain the inertia element in a certain fixed rotative position with respect to the shaft and adapted to yieldingly permit relative rotative movement of the inertia element with respect to the shaft when the rate of change in speed of the shaft exceeds a certain rate, control means normally in an inoperative position when the said inertia element and the shaft are in their normal relative positions and actuated to an operative position when the inertia element shifts rotatively relative to the shaft out of its fixed normal position relative to the shaft, a clutch device for effecting a driving connection between the said shaft and a vehicle wheel, said clutch device being adapted to exert one degree of retardingforce on the shaft when the vehicle wheel decelerates at a rate in excess of a certain rate sufficient to actuate said control means to its operative position, and means for causing said clutch device to exert a lesser retarding force on the said shaft after the said control means is actuated to its operative position, said lesser retarding force being sufficient to maintain the inertia element in displaced relation out of its normal rotative position with respect to the shaft whereby the said control means is maintained in its operative position as long as the rotative speed of the vehicle wheel is less than the speed of rotation of said shaft.

7. A vehicle wheel brake system including a rotary inertia device, said rotary inertia device comprising a rotary shaft, a rotary inertia element, means providing a resilient yielding driving connection between the shaft and the inertia element adapted to maintain said inertia element in a fixed normal rotative position with respect to the shaft as long as the rate of change in rotative speed of the said shaft does not exceed a certain rate and adapted to permit relative rotative movement of the inertia element with respect to the shaft when the rate of change in rotative speed of the shaft exceeds said certain rate, a rotatable member rotated according to the speed of rotation of a vehicle wheel, a clutch device constructed and arranged to effect a frictional driving connection between the said rotatable member and the said shaft and to exert a retarding force on the said shaft, when a vehicle wheel slips, sufficient to cause the inertia element to shift rotatively out of its normal position, control means operated in response to the shifting of the inertia element rotatively out of its normal position with respect to the said shaft for effecting the release of the brakes on the vehicle wheel, and means controlled by said control means for reducing the retarding force exerted by the clutch device on the said shaft whereby to permit the said shaft and inertia element to decelerate at a lesser rate than the rate of deceleration of the said rotatable member while maintaining a sufficient retarding force on the said shaft to maintain the inertia element in its displaced relation with respect to the shaft and cause said control means to remain in its operated position to cause reduction in the degree of application of the brakes on the vehicle wheel as long as the vehicle wheels and accordingly the said rotatable member rotate at a speed less than the speed of the shaft.

8. In combination, a rotary inertia device of the type adapted to register the rotative condition of a rotary member, comprising a rotary shaft, a rotatable element driven according to the speed of rotation of the rotary member, a clutch device for effecting a driving connection between the rotatable element and the said shaft, said clutch device having a plurality of resilient biasing means for exerting a force urging the shaft and the rotatable element into frictional relation, means including a sleeve slidable on said shaft to different positions to compress or expand one of said resilient means whereby to vary the biasing force thereof, and a plunger slidable Within said shaft for effecting slidable movement of said sleeve along said shaft.

9. In combination, a rotary inertia device of the type adapted to register the rotative condition of a rotary member, comprising a rotary shaft, a rotatable element driven according to the speed of rotation of the rotary member, a

clutch device for effecting a driving connection between the rotatable element and the said shaft, said clutch device having a plurality of resilient biasing means for exerting a force urging the shaft and the rotatable element into frictional relation, means including a sleeve slidable on said shaft to different positions to compress or expand one of said resilient means whereby to vary the biasing force thereof, a plunger slidable within said shaft. for effecting slidable move ment of said sleeve along said shaft, and means controlled by the rotary inertia device for operating said plunger.

10. A device comprising a rotary shaft, a rotary member, and a clutch device for associating said rotary member and rotary shaft, said clutch device having a clutch member constructed and arranged so as to be fixed for rotation with said shaft and shiftable axially with respect to said shaft into frictional relation with the said rotary member, a plurality of resilient biasing means for biasing the said clutch member into frictional relation with said rotary member, and means controlled in response to the change in rotative speed of said shaft at a rate in excess of a certain rate for varying the biasing force exerted by at least one and less than all of said resilient means on said clutch member.

11. In combination, a rotary driving element,

a rotary driven element, a clutch device including a movable clutch member for associating the driving element with the driven element in a manner to effect rotation thereof, two separate resilient biasing means for urging the clutch member into a position associating the driving and the driven elements, a rotary inertia element, means providing a resilient connection between the said rotary driven element and the rotary inertia element adapted to permit the rotary inertia element to shift rotatively out of a normal position with respect to the said rotary changes its rotative speed at a rate exceeding a certain rate, and means controlled in response to the rotative shifting of the inertia element out of its normal position with respect to said driven element for reducing the biasing force of one of said two resilient means.

12. In combination, a pair of rotary members, a clutch device for associating one of said rotary members in driving relation to the other, said clutch device comprising an annular clutch member fixed for rotation with said other rotary member and adapted to move axially with respect thereto into associative connecting relation to the said one rotary member, a plurality of coilv springs disposed in concentric relation to one another in surrounding relation to the said other rotary member, means fixed with respect to said other rotary member for engaging one end of one of said coil springs to tension it to agiven degree and cause it to exert a corresponding biasing force urging the clutch member into associated relation with the said one rotary member, andmeans slidable on the said other rotary member adapted to engage one end of another of said coil springs and shiftable to different and aclutch device for associating one of said rotary members in driving relation to the other,

said clutch device comprising an annular clutch member fixed for rotation with the other of said rotary members and movable axially with respect thereto-into a position associating the one rotary member in driving relation to the other, a plurality of coil springs disposed in concentric relation to one another and in coaxial relation to the said other rotary member adapted to urge the said clutch member into its associative position, means fixed with respect to the said other rotary member for tensioning one of said coil springs-to a'given degree, means movable with respect to said other rotary member to vary the tension of another of said coil springs, and fluid pressure controlled means for moving said last means. 1

means 14. In combination, a pair of rotary members, and a clutch device for associating one of said rotary members in driving relation to the other, said clutch device comprising an annudriven element when the rotary driven element yieldingly urging the said clutch memberinto its associating position, and fluid pressure controlled means adapted to vary the biasing force exerted by a certain number less than all of said resilient means;

15. In combination, a pair of rotary members, and a clutch device for associating one of said rotary members in driving relation to the other,-

said'clutch device comprising an annular clutch member arranged coaxially with respect to said other rotary member in a manner to always rotate with said other rotary member and move able axially with respect thereto into a position associating the one rotary member in driving relation to the said other rotary membena plurality of resilient biasing means for yieldingly urging the said clutch member into its associating position, means adapted to tension one of said resilient'means at all times a given uniform amount, and means adapted to normally tension another of said resilient means a given uniform amount and arranged under abnormal conditions to relax the tension thereof a given uniform amount.

16. In combination, a rotary shaft, a rotary member, a clutch device having a clutch memberfixed for rotation with said shaft and movable axially with respect thereto into a position associating the rotary member in driving relation to the said shaft, a plurality of resilient biasing means for urging the clutch member into said position, fluid pressure controlled means for varying the force exerted by a certain number less than all of said resilient means on said clutch member, and means responsive to the rate of change of rotative speed of the said shaft for controlling the fluid pressure controlled CLYDE c. FARMER, 

